Fifty Years of Railway Life in England, Scotland and Ireland Part 5

The Midland and the Glasgow and South-Western alliance was regarded by the West Coast Companies (the London and North-Western and the Caledonian) with much disfavour. In their eyes it was an attack upon their hen roost, and it certainly resulted in the loss to them of a large share of through traffic between England and Scotland which the West Coast route had previously had all to itself. To carry on the compet.i.tion successfully necessitated a large expenditure of capital by the Glasgow and South-Western, and the Midland, of course, had to help in this. The original cost of Saint Enoch Station for instance was nearly one and three-quarter millions sterling, and a considerable outlay was also necessary for goods stations and other accommodation. There was in those days much doing between the general managers' offices of the Midland and Glasgow and South-Western companies, and it was all delightfully new and novel to me.

A Committee of Directors of the two companies, called the _Midland and Glasgow and South-Western Joint Committee_, was established. This committee, with the two general managers, met periodically either at Derby, London, Carlisle or Glasgow. Mr. Wainwright acted as secretary and I kept the minute book and papers relating to the business of the committee.

Pullman cars had been introduced on the Midland and were run on the through trains between Saint Pancras and Saint Enoch. The cars were the property of Mr. Pullman, but the Midland kept them in repair, the Glasgow and South-Western relieving them of a proportion of the cost corresponding to the mileage run over their line. Mr. Pullman received as his remuneration the extra fare paid by the pa.s.sengers--three shillings each for drawing-room cars and five shillings each for sleeping cars. Other through carriages on these trains were jointly owned by the two companies. The interesting accounts connected with these arrangements were supervised by me. I commenced work with Mr. Wainwright on a Monday. The following Sat.u.r.day afternoon, before leaving the office, to my great surprise and delight, he presented me with a first- cla.s.s station to station pa.s.s over the railway. With what pride I showed it to Tom that evening! Six months later my salary was increased, and the pleasant fact was announced to me by my kindly chief, coupled with the expression of a wish that he and I might long work together.

On the Scottish railways the financial half-years ended, not in June and December, as in other parts of the United Kingdom, but at the end of July and January. This was for the better equalisation of receipts, taking a month from the fat half-year to the lean, and giving, in exchange, a month from the lean to the fat. Soon after the first-half-year was concluded and the accounts published, which was in the month of September (my first September with the Glasgow and South-Western), Mr. Wainwright handed to me a large sheet of closely printed figures, giving a detailed a.n.a.lysis and comparison of the accounts of five of the princ.i.p.al English and the three princ.i.p.al Scottish railways in columnar form, with a request that I should take out the figures and compile for printing a similar statement for the past half-year, from the accounts of the eight companies. I trembled inwardly for I had never yet looked at a railway account, but I took them home, and, as in the case of the Acts of Parliament, found them simpler than I thought; and, with less trouble than I expected, succeeded in accomplishing the task.

Mr. Wainwright was himself a skilful statistician and tested everything he could by the cold logic of figures. I was soon surprised to find that I too had a taste for statistics and acquired some skill in their compilation. Up to this I had always imagined that I disliked everything in the shape of arithmetic. At school I was certainly never fond of it, and since school my acquaintance with figures had been little more than the adding up of long columns in huge books at the half-yearly stocktaking in the stores department at St. Rollox, a thing I detested, and which invariably gave me a headache. Well pleased was Mr. Wainwright to see that statistics took my fancy. As general manager he had not much time himself to devote to them, but the office was now well manned and we were able to establish, and keep up, tables, statistics and returns concerning matters of railway working in a way which I have not seen surpa.s.sed. These statistics were of much practical use when considering questions of economy and other matters from day to day.

My first year as general manager's clerk was, I have always thought, the most important in my railway life. Certainly in that year I learned much and acquired from my chief business habits which have stood me in good stead since. Mr. Wainwright was a man of no ordinary nature, as all who knew him will admit. He was a pattern of punctuality and prompt.i.tude, never spared himself in doing a thing well and expected the same thoroughness in others, though he would make allowance for want of capacity, but not for indolence or carelessness. Straightforwardness, honesty and rect.i.tude marked all he did. His word was his bond. His disposition was to trust those around him, and his generous confidence was usually justified. High-minded and possessing a keen sense of honor himself, he had an instinctive aversion to anything mean or low in others. A man of great liberality and generous to a fault he often found it hard to say no, but when obliged to adopt that att.i.tude it was done with a tact and courtesy which left no sting. In all business matters he required a rigid economy though never at the expense of efficiency.

Intellectually he stood high, as I had ample opportunity of judging, but if asked what were his most striking qualities I should say _goodness_ and a charm of manner which eludes description, but irresistibly attracted all who met him. In appearance he was tall and portly, and his bearing, carriage and presence were gentlemanly and refined. He was of fair complexion, was possessed of a delightful smile, and had side whiskers (turning white) continued in the old-fashioned way under the chin, and yet he was so bright and debonair that he never looked old-fashioned. Like myself he was a great lover of d.i.c.kens, and I think his most prized possession was a small bookcase which had belonged to d.i.c.kens' study and which he purchased at the sale at _Gad's Hill_. His directors esteemed him highly, and the officers of the company were all sincerely attached to him. In his room he held almost daily conferences.

Correspondence formed but a small part in his method of dealing with departments. He believed in the value of _viva voce_ discussion, and discouraged all unnecessary inter-departmental correspondence. In this he was right I am sure. The daily conferences were cheerful and pleasant, for he had the delightful faculty of "mixing business with pleasure and wisdom with mirth." I consider that I was singularly fortunate at this period of my life in finding myself placed in close and intimate a.s.sociation with such a man as Mr. Wainwright, in enjoying his confidence as I did, and in being afforded the opportunity of benefiting by his kind precepts and fine example.

[W. J. Wainwright: wainwright.jpg]

In Glasgow there was a weekly paper of much humour and spirit called _The Bailie_. With each issue it published an article on some prominent man of the day under the t.i.tle of _Men You Know_, accompanied by a portrait of the person selected. It is the Glasgow _Punch_. It was established in 1873,and "_Ma Conscience_!" is its motto. It still, I am glad to hear, runs an honorable and profitable course, which its merits well deserve. In its issue of September 13th, 1882, Mr. Wainwright was _The Man You Know_, and, at the request of the Editor, I wrote the article upon him. In it are some words which, penned when I was with him daily, and his influence was strong upon me, are, perhaps, more true and faithful than any I could at this distance of time write, and so I will quote them here, and with them conclude this chapter.

"He (_The Man You Know_) is one upon whom responsibility rests gracefully and lightly, who accomplishes great things without apparent effort, and whose personal influence smoothes the daily friction of official life. He rules with a gentler sway than many who are accustomed to other methods of command would believe possible. He believes in Emerson's maxim that if you deal n.o.bly with men they will act n.o.bly, and his habit towards everyone around him, and its success, lends force to the genial truth of the American philosopher."

CHAPTER XI.

THE RAILWAY JUBILEE, AND GLASGOW AND SOUTH-WESTERN OFFICERS AND CLERKS

The 27th day of September, 1875, was the Jubilee of the British Railway System. It was celebrated by a banquet given by the North-Eastern Railway Company at Darlington, for the Stockton and Darlington section of the North-Eastern was, as I have mentioned before, the first public railway. A thousand guests were invited. No building in Darlington could accommodate such a number, and a great marquee, large enough to dine a thousand people, was obtained from London. My chief attended the banquet and I remained at home to hear the news when he returned. Dan G.o.dfrey's band was there, and Dan G.o.dfrey himself composed some music for the occasion. The _menu_ was long, elaborate and imposing; equalled only by the _toast list_, which contained no less than sixteen separate toasts. It was a Gargantuan feast befitting a great occasion. Could we men of to-day have done it justice and sat it and the toast list out, I wonder. It took place over forty years ago, when the endurance of the race was, perhaps, greater than now; or why do we now shorten our banquets and shirk the bottle?

The Stockton and Darlington Railway is 54 miles long, and its authorised capital was 102,000 pounds--a modest sum indeed, under 2,000 pounds per mile, less than half the outlay for land alone of the North Midland line and not one twenty-fifth of the average cost of British railways as they stand to-day, which is some 57,000 pounds per mile. The railway owed its origin to George Stephenson and to Edward Pease, the wealthy Quaker and manufacturer of Darlington, both burly men, strong in mind as body. The first rail was laid, with much ceremony, near the town of Stockton, on the 23rd of May, 1822, amid great opposition culminating in acts of personal violence, for the early railways, from interests that feared their rivalry, and often from sheer blind ignorance itself, had bitter antagonism to contend with.

The day brought an immense concourse of people to Darlington, all bent on seeing the novel spectacle of a train of carriages and wagons filled with pa.s.sengers and goods, drawn along a _railway_ by a _steam_ engine. At eight o'clock in the morning the train started with its load--22 vehicles--hauled by Stephenson's "Locomotion," driven by Stephenson himself. "Such was its velocity that in some parts of the journey the speed was frequently 12 miles an hour." The number of pa.s.sengers reached 450, and the goods and merchandise amounted to 90 tons--a great accomplishment, and George Stephenson and Edward Pease were proud men that day.

Seven years from this present time will witness the _Centenary_ of the railway system. How shall we celebrate _it_? Will railway proprietor, railway director and railway manager on that occasion be animated with the gladness, the pride and the hope that brightened the Jubilee Banquet?

Who can tell? The future of railways is all uncertain.

A word or two regarding the railway system of Scotland may not be inappropriate.

Scotland has eight _working_ railway companies, England and Wales 104, and Ireland 28. These include light railways, but are exclusive of all railways, light or ordinary, that are worked not by themselves but by other companies. Scotland has exhibited her usual good sense, her canny, thrifty way, by keeping the number of _operating_ railway companies within such moderate bounds. Ireland does not show so well, and England relatively is almost as bad as Ireland, yet England might well have shown the path of prudence to her poorer sister by greater adventure herself in the sensible domain of railway amalgamation. Much undeserved censure has been heaped upon the Irish lines; sins have been a.s.sumed from which they are free, and their virtues have ever been ignored. John Bright once said that "Railways have rendered more service and received less grat.i.tude than any inst.i.tution in the land." This is certainly true of Ireland, for nothing has ever conferred such benefit upon that country as its railways, and nothing, except perhaps the Government, has received so much abuse. On this I shall have more to say when I reach the period of the Vice-Regal Commission on Irish Railways, appointed in 1906.

The average number of miles _operated_ per working railway company in Scotland compared with England and Wales and Ireland, are:--

Scotland 477 England and Wales 156 Ireland 121

and the mileage, capital, revenue, expenditure, interest and dividends for 1912, the latest year of which the figures, owing to the war, are published by the Board of Trade, are as follows:--

Average rate of interest and dividend.

Per cent.

Miles. Capital. Revenue. Expenditure.

Pounds Pounds Pounds England and Wales 16,223 1,103,310,000 110,499,000 70,499,000 3-58 Scotland 3,815 186,304,000 13,508,000 7,882,000 3-07 Ireland 3,403 45,349,000 4,545,000 2,842,000 3-83

The General Manager of the Glasgow and South-Western Railway and his office I have described, but I have not spoken, except in a general way, of the other princ.i.p.al officers, with whom, as Mr. Wainwright's a.s.sistant, I came into close and intimate relationship. They, alas! are no more. I have outlived them all. Each has played his part, and made, as we all must do, his exit from the stage of life.

Prominent amongst these officers was John Mathieson, Superintendent of the Line, who was only twenty-nine when appointed to that responsible post. We became good friends. He began work at the early age of thirteen, had grown up on the railway and at nineteen was a station master. He was skilful in out-door railway work, and an adept in managing trains and traffic. Ambitious and a bit touchy regarding his office, all was not always peace between his and other departments, particularly the goods manager's. The goods manager was not aggressive, and it was sometimes thought that Mathieson inclined to encroach upon his territory. Often angry correspondence and sometimes angry discussion ensued. Yet, take him for all in all, John Mathieson was a fine man with nothing small in his composition. Soon his ambition was gratified. In 1889 he was appointed Chief Commissioner of the Railways of Queensland; and after a few years occupation of that post was invited by the Victorian Government to the same position in connection with the railways of that important State. In 1900 he left Australia and became General Manager of the Midland Railway; but his health unfortunately soon failed, and at the comparatively early age of sixty he died at Derby in the year 1906. In his early days, on the Glasgow and South-Western, Mathieson was a hard fighter. Those were the days when between the Scottish railway companies the keenest rivalry and the bitterest compet.i.tion existed. The Clearing House in London, where the railway representatives met periodically to discuss and arrange rates and fares and matters relating to traffic generally, was the scene of many a battle. Men like James MacLaren of the North British, Tom Robertson of the Highland, Irvine Kempt of the Caledonian, and A. G. Reid of the Great North of Scotland were worthy of Mathieson's steel. Usually Mathieson held his own. Irvine Kempt I cannot imagine was as keen a fighter as the rest, for he was rather a dignified gentleman with fine manners. To gain a few tons of fish from a rival route, by superior service, keen canva.s.sing, or by other less legitimate means, was a source of fierce joy to these ardent spirits. The disputes were sometimes concerned with through traffic between England and Scotland, and then the English railway representatives took part, but not with the keenness and intensity of their northern brethren, for the Saxon blood has not the fiery quality of the crimson stream that courses through the veins of the Celt. Now all is changed. Combination has succeeded to compet.i.tion, alliances and agreements are the tranquil order of the day, and the Clearing House has become a Temple of Peace.

Between David d.i.c.kie, Goods Manager, and John Mathieson, Pa.s.senger Superintendent, as I have said, many differences arose. I sometimes thought that Mathieson might well have shown more consideration to one so much his senior in years as d.i.c.kie was. Poor d.i.c.kie! Before I left Scotland he met a tragic death. He was a kind-hearted man, a canny Scot, and died rich.

James Stirling was the Locomotive Superintendent. He and Mathieson did not always agree, and the clash of arms frequently raged between them.

Mr. Wainwright's suavity often, and not infrequently his authority, were required to adjust these domestic broils, but as all deferred to him willingly, the storms that arose were usually short lived.

In 1878 Mathieson and I took a short holiday together and crossed to Ireland. It was our first visit to that unquiet but delightful country, in which, little as I thought then, I was destined a few years later to make my home.

It was in January, 1879, that the headquarters of the company were removed from the old and narrow Bridge Street Station to the new palatial St. Enoch, and there a splendid set of offices was provided. This was another advantage much to my taste. St. Enoch was and is certainly a most handsome and commodious terminus. Originally it had one great roof of a single span, second only to that of St. Pancras Station. Other spans, not so great, have since been added, for the business of St. Enoch rapidly grew, and enlarged accommodation soon became necessary. In 1879 it had six long and s.p.a.cious platforms, now it has twelve; then the number of trains in and out was 43 daily, now it has reached 286; then the mileage of the railway was 319, now it is 466; then the employees of the company numbered 4,010 and now they are over 10,000. These figures exemplify the material growth of industrial Scotland in the forty years that have pa.s.sed. St. Enoch Station was not disfigured by trade advertis.e.m.e.nts, and it is with great satisfaction I learn that the same good taste has prevailed to this day. Not long after it was opened a great grocery and provision firm, the knightly head of which is still a well-known name, offered to the company a large annual sum for the use of the s.p.a.ce under the platform clock, which could be seen from all parts of the station, which the directors, on the representation of their general manager, declined; and I am proud to remember that my own views on the subject, pretty forcibly expressed, when my chief discussed the subject with me, strengthened his convictions and helped to carry the day in the board room. The indiscriminate and inartistic way in which throughout the land advertis.e.m.e.nts of all sorts crowd our station walls and platforms is an outrage on good taste. If advertis.e.m.e.nts must appear there, some hand and eye endowed with the rudiments of art ought to control them. In no country in the world does the same ugly display mar the appearance of railway stations; and considering what myriad eyes daily rest on station premises it is well worth while on aesthetic grounds to make their appearance as pleasant and as little vulgar as possible. The question of revenue to the companies need not be ignored for proper and efficient control would produce order, moderation, neatness, artistic effect--and profit.

With the princ.i.p.al clerks of the office staff my relations were very pleasant. The consideration with which I was treated by my chief, and the footing upon which I stood with him, gave me a certain influence which otherwise I should not have possessed. Till then there had been absent from the company's staff any gathering together for purposes of common interest or mutual enjoyment. The _Railway Benevolent Inst.i.tution_ provided a rallying point. I had been appointed its representative on the Glasgow and South-Western Railway and we held meetings and arranged concerts in its aid. Then, after a time, we established for the princ.i.p.al clerks and goods agents and certain grades of station masters, an annual day excursion into the country, with a dinner and songs and speeches. "Tatlow is good at the speak," said publicly one of my colleagues, in his broad Scotch way, and so far as it was true this I daresay helped me. I was made permanent president of these excursions and feasts, and often had to "hold forth," which I must confess I rather enjoyed. We christened ourselves _The Railway Ramblers_. The fact that I became the Scotch correspondent of the _Railway Official Gazette_, a regular contributor to the _Railway News_, and had access to the columns of several newspapers, enabled reports of our doings to appear in print, and diffused some pleasure and pride throughout the service. Also I became a weekly contributor of _Scotch Notes_ to the _Montreal Herald_. In the _Railway Official Gazette_ was a column devoted to short reviews of new books which were sent to the editor. For a time, from some reason or other, I undertook this reviewing. Possession of the books was the only recompense, though for all other work payment in money was made. It was a daring thing on my part and I am sure many a reader of the paper must have smiled at my criticisms. I forget why I soon gave up the duty; probably from incompetence, for I am sure I was not at all qualified for such a task; but what will the audacity of youth not attempt? This journalistic work occupied much of my spare time, but it supplemented my income, a consideration of no little importance, for in October, 1876, I had entered the married state. My wife came from the Midlands of England. My friends became her friends, and other friends we made. Children soon appeared on the scene; my bachelor days were over.

Societies amongst the staff of a railway company, whether for the purpose of physical recreation, for mutual improvement or for social enjoyment are to be much commended. The a.s.sembling together of employees of various ages, filling various positions, from the several departments, from different districts, freed from business, and mixing on equal terms for common objects, promotes good feeling and good fellowship, provides pleasant memories for after life, gives a zest to work, and adds to the efficiency of the service.

Amongst all my fellow clerks I remember one only who resembled as a borrower some of my quondam a.s.sociates at Derby. But this was in Scotland where more provident ways prevailed. He was a married man, about 30 years of age, with a salary of 100 pounds a year. By no means what one would call a nice fellow, he had nothing of the _bonhomie_ or light-hearted good nature that distinguished my Derby friends. He possessed a good figure, wore fierce moustaches, and affected a military air. One suit of well-made, well-cut clothes by some means or other he managed to keep in a state of freshness and smoothness nothing short of marvellous. Borrowing was his besetting sin, and he was always head over ears in debt. Duns pursued him to the office and he sometimes hid from them in a huge safe which the office contained. It was a wretched life, but he brazened it out with wonderful effrontery, and, outwardly, seemed happy enough. From all who would lend he borrowed, and rarely I believe repaid. Once I was his victim, but only once. I lent him 3 pounds, and, strange to say, he returned it. Of course he approached me again, but I had read and digested the _master's_ wisdom and determined to "neither a borrower nor a lender be."

Prominent amongst the princ.i.p.al clerks was David Cooper. When I left Glasgow he succeeded me as a.s.sistant to the general manager. Now he is general manager of the company himself. Recently he celebrated his 50th year of railway service. Like me, he entered railway life in 1867; but, unlike me, has not been a rolling stone. One company only he has served and served it well, and for nearly a quarter of a century has filled the highest office it has to bestow. He and I have been more fortunate than many of our old-time colleagues. In the list of officers of the Glasgow and South-Western to-day I see the names of two only, besides David Cooper, who were princ.i.p.al clerks in those days--F. H. Gillies, now secretary of the company, and George Russell, Telegraph Superintendent.

In railways, as in other departments of life, ability and industry usually have their reward; but alone they do not always command success.

Other factors there are in the equation of life and not least luck and opportunity. In those distant days, in the pride of youth, I was too apt to think that they who succeeded owed their success to themselves alone; but the years have taught me that this is not always so, and I have learned to sympathise more and more with those to whom opportunity has never held out her hand and upon whom good luck has never smiled.

CHAPTER XII.

TOM

In the last few chapters I have made but little mention of Tom. The time was drawing nearer when I was to lose him for ever. Until early in 1876 we lived together in the closest intimacy. We pooled our resources, and when either ran short of money, which often happened, the common purse, if it were not empty, was always available. Similar in height and in figure, our clothes, except our hats, boots and gloves, in each of which I took a larger size than he, were, when occasion required, interchangeable. We standardised our wardrobe as far as we could. We rose together, ate together, retired together, and, except during business hours, were rarely apart. I being, he considered, the more prudent in money matters, kept our lodging accounts and paid the bills.

He being more musical, and a greater lover of the drama than I, arranged our visits to the theatres and concert halls. I was the practical, he the aesthetical controller of our joint menage. Once I remember--this occurred before we left Derby--we both fancied ourselves in love with the same dear enchantress, a certain dark-eyed brunette. Each punctually paid his court, as opportunity offered, and each, when he could, most obligingly furthered the suit of the other; and this went on till the time arrived for Tom's departure to Glasgow, when I was left in possession of the field. Then I discovered, to my surprise, that I was not so deeply enamoured as I had imagined; and, curiously enough, Tom on his part had no sooner settled in Scotland than he made a similar discovery.

The climate of Glasgow never suited Tom's health and in 1876, on the advice of his doctors, he decided to return to England. For a time he seemed to regain his health, but only for a time. Soon he relapsed, and before another year dawned it became evident, if not to himself, to his friends, that his years on earth were numbered. With what grief I heard the news, which came to me from his parents, I need not say. Bravely for a while he struggled with work, but all in vain; he had to give in, and return to his parents' home in Lincolnshire. That home he never again left, except once, in the summer of 1877, to visit my wife and me, when he stayed with us for several weeks. Though greatly reduced and very thin, and capable only of short walks he was otherwise unchanged; the lively fancy, the bright humor and the sparkling wit, which made him so delightful a companion, were scarcely diminished. He himself was hopeful; talked of recovery, planned excursions which he and I should take together when his health returned; but his greatest pleasure was in recalling our Derby days, our _Maypole_ visits, our country rambles, our occasional dances and flirtations, and our auld acquaintances generally.

Tom was remarkable for the quickness of his observation, for keen penetration of character, and for happy humorous description of particular traits in those he met. He possessed, too, a wonderfully retentive memory. It is largely due to his lively descriptions of our interesting fellow clerks at Derby that I have been able, after the lapse of half a century, to sketch them with the fidelity I have. His humorous accounts of their peculiarities often enlivened the hours we spent together, and impressed their personalities more forcibly on my mind than they otherwise would have been.

When his visit came to an end, and he returned to his home, I too indulged in the hope that he might regain some measure of health, for he seemed much improved. But it was a temporary improvement only, due in part, perhaps, to change in environment, and in part to the exhilaration arising from our reunion, heart and mind for a time dominating the body and stimulating it to an activity which produced this fair but deceptive semblance of health. His letters to me breathed the spirit of hope till almost the last. We never met again. The intention I had cherished of going to see him was never fulfilled. The illness of my wife and the death of one of our children, and other unfortunate causes, prevented it; and in little more than a year and a half from our farewell grasp of the hand at the railway station in Glasgow my dear and beloved friend breathed his last. Often and often since I have heard again the music of his voice, have seen his face smiling upon me, and have felt

"_His being working in mine own_, _The footsteps of his life in mine_."

CHAPTER XIII.

MEN I MET AND FRIENDS I MADE